Carbureter



E. G. HODGES.

CARBUHETER.

APPLlcMxoN mso :LILY 3.1913.

1 ,$30,024. Patented Feb. 3, 1920.

MU l

LII/IM@ il fzuemor.

EDWARD HODGES, 0F MARSHALLTOWNA, IOWA.,

CARBURETEB.

Appueaaenmea July s,y

To all 4whom t may concern."

Be it known that I, EDWARD G. HoDGEs, a citizen of the United States, and resident of Marshalltown, in the county of 'Marshall and State of Iowa, have invented a certain new and useful Carbureter, of which the following is a specification.

The object of my invention is to provide a carbureter for internal combustion engines Of the type in which the air supply is regulated and controlled according to thespeed of the engine directly, rather than by suction from the engine.

More particularly it is my object to provide such a carbureter having an air supply pipe or passage and having an auxiliary air supply pipe or assage, and having some mechanism 4Where y the passage of Cair through said respective passages may be regulated according to the engines speed.

With these and other` objects, which will appear later herein, in view my invention consists 1n the construction, arrangement and combinationof the various partslof the device whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims and illustrated in the accompanying drawings, in i which:

The figure shows a side elevation artly in vertical section of ajcarbureter em odying my invention, and equipped with' air valves ands with controlling mechanism therefor, including a governor device adapted to -be o eratively connected with amov ing part o an engine.

My improved carbureter/is intended for moto'r vehicle engines or any explosive 'engine that hasla manually controlled throttle and'operated under a variation in load and speed. ordinary vehicle engine. y In the accompanyin ldrawing I have used the referencenumera 10 to in'dicate generally a hollow shell, the upper portion of which forms a mixing chamber of the "carbnr-eter.

Aadjacent to the carbureter shell 10 is ordinary float chamber 11 to whichfuel is supplied bymeans of thetube In the carbureter casing 10 .is an ordinarv4 fuel nozzle 13, and an ordinary needle`valve 14Ek Specification of Letters Patent, I

I will describe it asused with an Patented Feb. 3, 1920. 191s. serial No. 243,192. l

is provided for regulating the discharge of fuel from the nozzle 13. It will be understood, of course, that the nozzle 13 communicates with the float chamber or fuel supply.

'.Ihe interior of the vcarbureter casing 10 adjacent to the discharge end of' the nozzle 13 preferably has the Venturi tube shape.

Communicating with the lower ortion of the carbureter casing 10 is an or inary air passage or tube 15. Spaced above the discharge nozzle 13 is a throttle valve 16 which may be operated from the dash or otherwise in anv suitable way. i

Above the throttle valve 16 is a fuel mixture passage 1.7 for conducting the fuel mixture to the intake manifold to the engine cylinders. l Communicating Wirth .the fuel mixture passage 17 is an auxiliary air tube or passage 18.

In the tube 15 is substantially mounted a butterfly valve 19-forming a chokeyalve.

y When the valve 19is in its ordinary closed i Preferably formed integral withx the,Y

`upper portion of the fuel mixture passage J 17 1s a bracket 26 on which is formed a bearving 27 for an upright ovcrnor vshaft 28. The upright shaft 28 is esigned to be connected by a flexible shaft 29 with a substan Vtiallyl moving part of the engine on which thecarbureteris used.

` Above the bearing 27 there 'is fixed to the shaft 28 acallarl 30 to 'which are pivoted opposite `upwardly exten'ding arms 31 which are' secured to the balls 32v of the governor device.

Spaced above `the balls 32 is a collar'33 slidably mounted on' the shaft 28 ,andl con' nected with ,the balls 32 by links 34. i

. A(magie collar 33 is formegka grooved hub 6r vthe like 35. -On the fuel supply passage 17 is another bracket or arm 36 0n which is centrally pivoted `a bell crank lever 37. One end of the bell crank lever 37 extends into the groove of the hub 35, as illustrated in the drawin Pivoted to 'me other end of the bell crank lever 36 is a link 38 which extends toward and is pivoted to the arm 25 of the valve stem 24 by means of a pin or the like 39.

The link 38 has a series of openings 40 for selectively receiving ythe pin 39.

The arm also has a series of openings-4 39. By selectively mounting the pm 39 in different openings 40 and 41 the relative movement of the arm 25 and the valve 20 with relation to the governor may be adjusted and regulated.'

Pivotally mounted in the pin 39 is a link 42 which is also pivotally connected with the arm 25 by means of a pin 43 selectively mounted in one of a plurality of holes 44 in the link 42. It will be seen that by selectively mountin the pin 43 1n different holes 44 and by ieadyustment of the pin 39 above referred to, the relative movement of the valve 19 with relation to the governor device may be regulated, and the relative movement of the valves 20 and 19^with relation to each other may be regulated as desired. y

A portion of the shaft 28 justabove the collar 30 is screw-threaded at 45 and onosaid screw-threaded portions are lock nuts 46. Between the up er nut 46 and thp collar 33 is a spring 47 W ich normally tends to hold the collar 33 in its raised position for thereby holding the bell crank lever 37 in such position as to close the valves 20 and 19.

In the practical operation of my improved carbureter the carbureter is installed on the engine in the ordinary way and the tube 12 1s connected with a suitable source of fuel e flexible shaft 29 is operatively connected with some moving part of the engine. The fuel mixture :passa 17 is connected with the intake manfol and the device is then ready for use. l'In'such practical use of my improved carf bureter, the parts are originally so setthatf the valves 19 and 20 will normally be Vheld in their closed position as illustrated in the drawing.

The position of the 41 for receiving said pin valves just described is that which they should-assume when the engne is being started or is run at low=speed.

s the speed of the en ine increases the balls 32 will tendto be t rown outwardly by centrifugal force and draw the collar 43 downwardly, thereby*Y controlling the ybell crank lever 37 for lmoving the links 38 and 42 for o ening the valves 20 and 19.

It wil be noted that the arm 23 is shorter than the arm 25` so that the opening movement of the valve 19 is more rapid than I6 the` opening movement ofthe valve 20.

shown in the drawings,

speed of the en 'ne Jprocures t It may be mentioned in this connection that the valve 19 is of such size as to allow the passage of a certain amount of air even when the valve 19 is in its closed position, so that sufficient air is admitted to the carbureter for starting and running at very slow speed.

In the description and drawings I show an ordinary centrifugal or bally governor. Any 4other style of governor may be used that will operate the air valves according to the speed of the engine.

Flexible air tubes or the like may be connected to the air intakes to carbureter and extended to a stove on exhaust manifold or to any other part of the motor for .picking up hot air or vapors. x

As the engine reaches high speed, a greatdeal of air is supplied through the auxiliary air supply tube 18, so that even though the suction from the engine becomes very great the volume of the mixture supplied to the engine remains substantially' constant.

It will be seen that this is possible with my device because even though the throttle valve is closed a proper amount of air for maintaining ,a .volume can be secured through the (tube 18.

Itr is well-known that when the engine is traveling at high speed with partly closed throttle the richness of the mixture may be reduced without lessening the efficiencyy of the engine, and it is obvious that such a :13e duction is accomplished with my device.

When it is desired to increase the s ed vor for any reason more load is requireeon the engine, the throttle valve will be moved toward open position and allow more airl to be drawn through the tube 15 and ast the fuel nozzle and thereby increase t e richness of the mixture in proportion to the load on the engine. l

It will, of course be obvious that ordij narily when the load on the en ine reduces the speed thereof, the driver will open the throttle valve 16 whereupon th asy 11o e relative" amount' of air drawn through the tube- 15 will be increased, and such air passingby the fuel nozzle will pick up the fuel and increase the ri hness of the mixture for -the load on the engine.

In the course of extensive experimenter with various forms of' carbureters and auxiliarv air devices, I have found thatbetter results can be secured with a device of the type herein describedfin which all of the air su plied to the fuel mixture is controlled accor. ing to the speed of the engine in some positive manner.

I have found, however, that the positive control of the' air valves according to the' better results an the contro of said valves by the suction from the engine.

It will be noted that in a' device of this 130 kind when the engine is Working up speed and the throttle is open, air will be drawn through the tube 15 past'the fuel nozzle for securinga proper rich mixture, but whenithe engine as reached the desired speed and the driver moves the throttle 16 toward closed position, the amount of air drawn through the tube 15 will be reduced, but considerable air will be drawn through the tube 18 into the fuel mixture, whereby the fuel mixture Will be thinned, but the total volume will be properly maintained.

Such a construction has numerous advantages.

iAs a matter of fact the parts of my device are preferably so arranged that when the throttle "is closed, very little or no air is drawn through the tube 15 and past the fuel nozzle, so that if the engine may be traveling at a high speed with the throttle closed a volume of air only is drawn into the engine through the tube 18. ,f

While the engine is traveling at very slow speed with maximum load the only air admitted to the carburcter is what will suck past the valve 19 While it is in position shown in the drawing.

It will be seen that by properly adjusting the controlling 'levers and arms connected to the air valves, and having the right adjustment to the fuel nozzle, it will be inipossible for the engine to load up with fuel, or to overload and` choke with either air or fuel when' the throttle is opened very suddenly. Y

It will also be seen that' by furnishing the proper mixture at all times and preventing overloading of the engine with fuel and oil from the crank case, the formation of car; bon in the combustion chamber will betalmost entirely eliminated, and at the same time there will be effected a big saving in fuel and cylinder oil.

It will be noted that with this style. of

carbureter there will be no adjusting of any.

kind after the valves have been adjusted to right relation with the governor device, and

to the valves are adjusted so the valves vvill operate in the proper relation to each other, and the -fuel nozzle opening is made ,the

proper size for the motorused. No dash control of any kind isnecessary except to operate the throttle valve.- The `driver will operate the throttle according to theload on the engine and speed desired, and all else is automatically operated and controlled by the governor device.

With such a structure theierlisnot the' tendency to suck fuel into the engine when it is not needed that would otherwise be the case, for the reason that sufficient air may be supplied through the tube 18. While drifting with closed throttle. Neither ,is there the creation of such a vacuum in the cylinders as to tend to draw an undue amount of having means for supplying air to the fuel before the resulting mixture is taken into the engine, automatically operated means for varying the proportion of air and fuel, comprising air passages communicating with said device on opposite sides of said throttle valve, valves in said passages, a governor operatively connected with said last named valves for causing their simultaneous movement, for furnishing a lesser proportion of fuel and a greater proportion of air when the speed of the engine increases, and for furnishing a greater proportion of fuel and a lesser proportion of air when the speed of the enginedecreases. 2. A carbureter designed for use with an internal combustion engine, comprising a mixture producing de vice, .said device "hav-h ing means for supplying air to the fuel be-` fore the resulting mixture is taken into the 100 `operated throttle valve, the parts being so arranged that Whenthe throttle valve is open a richer mixture is supplied, and When the throttle V'valve is moved toward closed n Y l position a leaner mixture is supplied. the controlling levers and arms connected 3. A carbureter designed for use with an internal combustion engine, comprising a mixture producing device including a manually operated throttle, said device havmixture is taken into the varying the proportion of air and fuel, eomprising air passages communicating with .said device on opposite sides of said throttle valve, valves 1n` said passages, means for automatically o rating said valves for giv- -ing them simu taneous, corres nding disproportionate movement, for urnisliing Va lesser proportion of fueland a greater proportion of air when the speed of the engine increases, and for furnishing a greater proportion of fuel and a lesser proportion of uioV passages,

air when the speed of the engine decreases, said device including a governor designed to be o eratively connected with a moving part o the engine and operatively connected withthe air controlling means.

4. In a device of the class described. a carbureter or mixture producing device designed for use with an internal combustion engine having a fuel supply device and having av manually operated throttle valve, means for supplying air to the fuel, said means including a plurality of air supply valves in said passages, and meansI for operatively connecting said valves with a moving part of the engine for controlling -said valves for automatically increasing the relative proportion of air with relation to the fuel when the engine speed increases, and decreasing the proportion of air with relation to the fuel when the engine speed decreases, and for furnishing a substantially constant vcdume of air or fuel mixture for each engine charge.

5. A carbureter designed for use with internal combustion engines comprising a mixing chamber with a manually operated throttle valve therein, an air passage communicating with-said chamber between the throttle valve andthe discharge end of said chamber, a valve in said air passage; an air passage communicating with said chamber on the opposite side of said throttle valve, a fuel supply ldevice in said chamber between said last air passage and said throttle valve, a valve in said last air passage, and means lfor automatically, simultaneously controlling said valves according to the speed of the engine and for furnishing a substantially constant volume of air or fuel mixture for each engine charge at all engine speeds and in all positions of the throttle valve.

6. A carbureter designed for use with internal combustion engines comprising a mixing chamber with a manually operated throttle valve therein, an air passage communicating with said chamber between the throttle valve and the discharge end of said chamber, a valve in said air passage, an air passage communicating with said chamber on the oppositeY side of said throttle valve, a fuel supp y device in said chamber between said last air passage and said throttle valve, a valve in said last air passage, means for automatically, simultaneously actuating said valves according'to the speed of the engine, so that said second and third valves are simultaneously, correspondingly operated, said third valve being arranged for more rapid movement than the second valve. n

7. A carbureter designed for use with internal combustion engines comprising a mixing chamber with a manually operated throttle valve therein, an air passage oommunicating with said passage between the throttle valve and the discharge end of said chamber, a valve in said air passage, an air passage communicating with said chamber on the opposite side of said throttle valve, a fuel sup ly device in said chamber between said last air passage and said throttle valve, a valvein said last air passage, and a governor device operatively connected with both of said air passage valves for controlling said valves for correspondingly opening them when the engine speed 1ncreases, and effecting contrariwlise movement of said valves when the speed of the engine decreases, said throttle valve being located so that it may be moved forcontrolling the How of air from thefsecond air passage past said fuel supply device.

8. carbureter designed yfor use with internal combustion engines comprising a` mixing chamber with a manually operated throttle valve therein, an air passage communicating with said passage between the throttle valve and the discharge end of said chamber, agvalve in said air passage, an air passage Communicating with said chamber on the opposite side of said throttle valve, a fue] supply device in said chamber between said last air passage and said throttle valve, a valve in said last air passage, means for automatically, simultaneously actuating said air passage valves according to the speed of the engine, so that said airY passage valves are simultaneously, correspondingly operated, said device including adjustable means for varying the relative action of the valves in the air passages.

9. In a device of the class described, a carbureting chamber, a manually controlled throttle valve therein, an air supply passage communicating with'said chamber between said throttle valve and the discharge end of said chamber, an air supplypassage communicating with said chamber on the opposite side of said throttle valve, a fuel supply device between said last air supply passage and said throttle valve,vvalves in said passages, a governor device designed to be operatively connected with a moving part= of the engine and connected with said air passage valves for giving them simultaneous, corresponding movement.

10. In a device of the class described, a carbureting chamber, a manually controlled throttle valve therein, an air supply passage i communicating with said chamber between said throttle valve and the discharge end lof said chamber, an air supply passage communicating with said chamber on the opposite side of said throttle valve, a fuel supply device between said last air supply passage and said throttle valve, valves in said passages, means for simultaneously, correspondingly, disproportionately actuating said valves, said means including a governor device adapted to be connected with a moving part of the engine.

11. A carbureter or mixture producing device for an internal combustion engine comprising in combination a manually aperated throttle valve, a mixing chamber having an air passage'communicating therewith between said throttle valve and the discharge end of said chamber, a valve in said air passage, a fuel supply means communieating wlth said chamber on the opposite side of said throttleA valve from said air assage, a second air passage communicatmgwith said chamber at such a point that the air supply taken into the mixing chamber through the second air passage will pass the discharge point of said fuel sup ly device and pick up the fuel required 'or the mixture, and a governor device designed to 20 be operated from a moving part of the engine, and operatively connected with the valves in said air passages.

12. In a device of the classdescribed, a carbureter chamber, air supply passages communicating with said chamber, a fuel supply device in said chamber between the points of communication between the chamber and the air supply passages, valves in. said passages, means for simultaneously, correspondingly, disproportionately actuating said valves, substantially according to the speed of an engine, and a throttle valve arranged between said fuel supply vdevice and the air supply passage nearest the discharge end of the carbureter chamber, and means capable of actuation independently of said other valves.

Des Moines, Iowa.

June 15, 1918.

EDWARD G. HODGES. 

